| Overview | |
|---|---|
| Line | European Route E18 |
| Location | Oslo, Norway |
| Start | Bjørvika |
| End | Filipstad |
| Operation | |
| Opened | 2010 |
| Owner | Norwegian Public Roads Administration |
| Technical | |
| Length | 1,100 m (3,600 ft) |
| Number of lanes | 6 |
The Bjørvika Tunnel (Norwegian: Bjørvikatunnelen) is a motorway immersed tunnel on European Route E18 in the city center of Oslo, Norway. The tunnel has two bores, with three lanes in each. In the west, it connects to the Festning Tunnel at Akershus Fortress and runs under the Bjørvika arm of the Oslofjord before ending in an intersection on the east shore, where it will split into Mosseveien (E18) and the Ekeberg Tunnel (National Road 190). The tunnel is 1,100 metres (3,600 ft) long, 675 meters of which run below sea level, and opened in September 2010. It was built by the Norwegian Public Roads Administration[1] The Bjørvika Tunnel is part of the Opera Tunnel complex which is the name of the interconnected system of tunnels between Ryen and Filipstad
The tunnel is projected to cost NOK 4.6 billion, and is being financed through Oslo Package 1, with part of the funding coming from the city's toll ring.[2] The project includes an additional 8.0 kilometres (5.0 mi) of roads, 5.7 kilometres (3.5 mi) of pedestrian and cyle paths and 3.5 kilometres (2.2 mi) of bus lanes. The project will create a 6.0 kilometres (3.7 mi) continuous tunnel from Framnes (at the Kiel ferry terminal) to Ryen. The connection with the Festning Tunnel will require a 100 metres (330 ft) sinking of the latter, and it will have a basement built under it.[1]
The Bjørvika Tunnel will be the first immersed tunnel in Norway. The modules are built in Askøy, and shipped for five days to reach Oslo. Each of the six modules is 112.5 metres (369 ft), 28 to 43 metres (92 to 141 ft) wide and 10 metres (33 ft) high. Production started in 2005, and the final module was delivered in 2008. The need for an immersed tunnel was caused by the 50 metres (160 ft) of clay on top of the bedrock. To allow sufficient gradient for a conventional bedrock tunnel, the tunnel would have needed to be several kilometres longer.[3]
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